JP5765596B2 - Drive control apparatus for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive control device for a hybrid vehicle, and particularly in a case where a high drive force is required at a low vehicle speed in a hybrid vehicle provided with a plurality of power sources and combining power by a power transmission mechanism and inputting / outputting to / from a drive shaft. The present invention relates to a drive control device for a hybrid vehicle that controls an operating point (engine operating point) and motor torque of the internal combustion engine.

There is a hybrid vehicle that drives and controls the vehicle using outputs from an internal combustion engine and a plurality of motor generators (electric motors) as a drive source.
In this hybrid vehicle, a series system (internal combustion engine is used only for turning a generator and a system is driven by a motor generator: a series system) and a parallel system (internal combustion engine and motor generator are arranged in parallel, There is a method in which each power is used for driving: a parallel method).
In addition, in hybrid vehicles, as other systems such as the series method and the parallel method, as a three-axis power transmission mechanism, one planetary gear mechanism (differential gear mechanism having three rotating elements) and a motor generator The power of the internal combustion engine is divided into the generator and the drive shaft using the two motor generators (first motor generator: MG1, second motor generator: MG2), and the electric power generated by the generator is used. There are systems that convert the power of an internal combustion engine by driving a motor generator provided on a drive shaft (Japanese Patent No. 3050125, Japanese Patent No. 30501138, Japanese Patent No. 30501141, Japanese Patent No. 3097572). ).
Thereby, in the hybrid vehicle, the operating point (engine operating point) of the internal combustion engine can be set to an arbitrary point including the stop, and the fuel efficiency is improved.

JP 2008-12992 A

  The drive control apparatus for a hybrid vehicle according to Patent Document 1 increases the engine rotation speed at the target engine operating point as the vehicle speed increases with the same engine power.

By the way, in a conventional hybrid vehicle, although not as much as a series system, a motor generator having a relatively large torque is required to obtain a sufficient drive shaft torque, and a generator is used in the LOW gear ratio range. As the amount of power transferred between the motor and the motor generator increases, the electrical loss increases and there is still room for improvement.
As a method for solving this problem, as a four-shaft type power transmission mechanism, each rotational element of a power transmission mechanism (differential gear mechanism) having four rotational elements includes an output shaft of an internal combustion engine, a first motor generator The second motor generator and the drive shaft connected to the drive wheel are connected, and the power of the internal combustion engine and the power of the first motor generator / second motor generator are combined and output to the drive shaft. is there. The output shaft and the drive shaft of the internal combustion engine are arranged on the inner rotation element on the alignment chart, and the first motor generator on the internal combustion engine side and the drive shaft side are arranged on the outer rotation element on the alignment chart. By arranging the second motor generator, the proportion of the power transmitted from the internal combustion engine to the drive shaft is reduced by the first motor generator and the second motor generator. Some of the motor generators are reduced in size and the transmission efficiency as a driving device is improved (Japanese Patent Laid-Open Nos. 2004-15982 and 2002-281607).
The 4-axis power transmission mechanism has the same method as the above structure, and further includes a fifth rotation element and a brake mechanism for stopping the rotation of the fifth rotation element. There is a structure (Japanese Patent No. 3578451).
In the three-shaft power transmission mechanism described in Japanese Patent No. 3050125, the driving power required for the vehicle and the power required for charging the battery are added to calculate the power that the internal combustion engine should output. The target engine operating point is calculated by calculating a point that is as efficient as possible from the combination of the torque serving as the power and the engine rotational speed. Then, the engine speed is controlled by driving the first motor generator so that the engine operating point becomes the target engine operating point.

However, in the case of a three-shaft power transmission mechanism, the torque of the second motor generator does not affect the torque balance, so the torque of the first motor generator is fed back so that the engine speed approaches the target value. Calculate the torque output to the drive shaft by the internal combustion engine and the first motor generator from the controlled torque of the first motor generator, and subtract the value from the target drive force to the second motor. If the torque of the generator is controlled, the target driving force can be output from the driving shaft even if the engine torque varies.
However, in the case of a four-shaft type power transmission mechanism, the drive shaft and the second motor generator are separate shafts, and the torque of the second motor generator also affects the torque balance and affects the engine speed control. For this reason, the above-described control method for the three-shaft power transmission mechanism cannot be used.
Further, in the case of the four-shaft power transmission mechanism described in the above Japanese Patent Application Laid-Open No. 2004-15982, the first motor generator and the second motor generator when traveling without charging / discharging the battery are used. Torque is calculated from the torque balance equation, and the engine rotation speed is feedback controlled to control the engine rotation speed and the driving force. When there is charge / discharge to the battery, for example, power assist is performed by the battery power. There is no mention of control in case.
Furthermore, in a hybrid vehicle that drives the drive shaft connected to the drive wheels by combining the output of the internal combustion engine, the power of the first motor generator and the second motor generator, The value is set in advance as the maximum value of the target driving force, the target driving power is obtained from the target driving force using the accelerator opening and the vehicle speed as parameters, and the vehicle speed, and the target is determined based on the state of charge (SOC) of the battery. Calculate the charge / discharge power, compare the value added to the target drive power with the maximum output that the engine can output, and calculate the smaller value as the target engine power, determine the target engine operating point from this target engine power, The target power, which is the target value of input / output power from the battery, is obtained from the difference between the drive power and the target engine power, and the target engine torque is calculated. How to calculate the torque command value of the first motor generator and second motor generator and a power balance equation including no torque balance equation and the target power is considered.
However, in this method, when the driving force required for the vehicle is large and the vehicle speed is low, the target driving power is calculated based on the driving force required for the vehicle and the vehicle speed. Power also becomes small. For this reason, the target engine torque also becomes a small value, the driving force is reduced by that amount, and the driving force that can be output originally cannot be output, so there is still room for improvement.

  Therefore, the object of the present invention is to achieve both the protection of the internal combustion engine with a restriction on the engine operating point and the satisfaction of the driving force required by the driver by the power assist using the electric power of the battery. Ensure that drive power is met when required, correct target engine power to account for battery conditions to prevent overcharging the battery, and power loss for multiple motor generators In view of the above, it is an object to provide a drive control device for a hybrid vehicle that improves the control accuracy of the state of charge (SOC) of the battery and protects the battery.

The present invention includes a rotation shaft of an internal combustion engine, a rotation shaft of a first motor generator, a rotation shaft of a second motor generator, and a drive shaft connected to drive wheels, A drive control device for a hybrid vehicle equipped with a power transmission mechanism that combines the power of the first motor generator and the power of the second motor generator and outputs the resultant power to the drive wheels , the accelerator opening degree being Accelerator opening degree detecting means for detecting, vehicle speed detecting means for detecting vehicle speed, battery charge state detecting means for detecting a charged state of a battery, and a target for setting a target drive power based on the accelerator opening degree and the vehicle speed Drive power setting means, target charge / discharge power setting means for setting target charge / discharge power based on at least the state of charge of the battery, and at least accelerator opening Target engine power lower limit value calculating means for calculating a target engine power lower limit value based on the target engine power, a target engine power is calculated based on the target drive power and the target charge / discharge power, and the target engine power and the target engine power The target engine power is calculated based on the set target engine power and target engine power calculating means for comparing the lower limit value and setting the larger one of the target engine power and the target engine power lower limit value as the target engine power. The torque command values of the first motor generator and the second motor generator are calculated based on the target engine torque and the target power calculated based on the set target engine power and the target drive power. a motor torque command value calculating means for said battery Power upper and lower limit value calculating means for setting at least a power lower limit value for limiting input / output power to the battery based on the state of charge of the battery, and the target engine power lower limit value calculating means is based on the power lower limit value. Then, the target engine power lower limit value is corrected .

  The drive control apparatus for a hybrid vehicle according to the present invention achieves both protection of the internal combustion engine with a restriction on the engine operating point and satisfying the driving force requested by the driver by power assist using battery power. However, when a large driving force is required, the request can be met, the target engine power is corrected in consideration of the battery condition to prevent overcharging of the battery, and a plurality of motor generators In consideration of the power loss, it is possible to improve the control accuracy of the state of charge (SOC) of the battery and protect the battery.

FIG. 1 is a system configuration diagram of a drive control apparatus for a hybrid vehicle. (Example) FIG. 2 is a control block diagram for calculating the target engine operating point and the target power. (Example) FIG. 3 is a control block diagram for calculating a torque command value. (Example) FIG. 4 is a flowchart for calculating the target engine operating point and the target power. (Example) FIG. 5 is a flowchart for calculating the target engine operating point and the target power following FIG. (Example) FIG. 6 is a flowchart for calculating a torque command value. (Example) FIG. 7 is a diagram showing the engine rotation speed for each vehicle speed during the upper limit rotation of the first motor generator. (Example) FIG. 8 is a diagram showing the relationship between the accelerator opening and the target engine power. (Example) FIG. 9 is a diagram showing a power upper and lower limit limit search table based on battery temperature. (Example) FIG. 10 is a diagram showing a power upper / lower limit limit search table based on battery voltage. (Example) FIG. 11 is a diagram showing a power upper and lower limit limit value search table according to the state of charge (SOC). (Example) FIG. 12 is a diagram showing a power loss search map. (Example) FIG. 13 is a diagram showing a target driving force search map. (Example) FIG. 14 shows a target charge / discharge power search table. (Example) FIG. 15 is a diagram showing a target operating point search map. (Example) FIG. 16 is a collinear diagram when the vehicle is changed at the same engine operating point. (Example) FIG. 17 is a diagram showing each efficiency state on the equal power line. (Example) FIG. 18 is a collinear diagram showing each point (D, E, F) on the equal power line. (Example) FIG. 19 is a diagram showing the best line for engine efficiency and the best line for overall efficiency. (Example) FIG. 20 is a collinear diagram of the LOW gear ratio state. (Example) FIG. 21 is a collinear diagram of the intermediate gear ratio state. (Example) FIG. 22 is a collinear diagram of the HIGH gear ratio state. (Example) FIG. 23 is a collinear diagram in a state where power circulation occurs. (Example)

  The present invention requires a large driving force while achieving both the protection of the internal combustion engine with restrictions on the engine operating point and satisfying the driving force required by the driver by power assist using battery power. To meet the demands of the engine when it is being used, to correct the target engine power to account for battery conditions to prevent overcharging of the battery, and to consider the power loss of multiple motor generators In order to improve the control accuracy of the state of charge (SOC) of the battery and protect the battery, the lower limit of the target engine power is limited to control a plurality of motor generators. This is achieved by correcting the target power to correct the lower limit, and further correcting the target power based on the power loss to correct the lower limit. Than is.

1 to 23 show an embodiment of the present invention.
In FIG. 1, reference numeral 1 denotes a drive control device for a hybrid vehicle as an electric vehicle.
The drive control device 1 includes an output shaft 3 of an internal combustion engine (denoted as “ENG” in the drawing) 2 that is a driving source that outputs torque, and a first motor generator (in the drawing as a plurality of motor generators (electric motors)). In the drawing, it is referred to as “MG1” 4 and a second motor generator (referred to as “MG2” in the drawing) 5, and a drive shaft (“OUT” in the drawing) connected to the driving wheel 6 via the output transmission mechanism 7. 8), and a power transmission mechanism (differential gear mechanism) 9 connected to the output shaft 3, the first motor generator 4, the second motor generator 5, and the drive shaft 8 of the internal combustion engine 2, respectively. ing.
A one-way clutch 10 is provided in the middle of the output shaft 3 of the internal combustion engine 2 on the internal combustion engine 2 side. This one-way clutch 10 prevents the internal combustion engine 2 from rotating in the reverse direction, and receives the torque reaction force of the second motor generator 5 during EV (electric vehicle) travel.
The first motor generator 4 includes a first rotor 11 and a first stator 12. The second motor generator 5 includes a second rotor 13 and a second stator 14.
The drive control device 1 also includes a first inverter 15 that controls the operation of the first motor generator 4, a second inverter 16 that controls the operation of the second motor generator 5, a first inverter 15, and a second inverter. Control means (drive control unit: ECU) 17 communicated with the inverter 16 is provided.
The first inverter 15 is connected to the first stator 12 of the first motor generator 4. The second inverter 16 is connected to the second stator 14 of the second motor generator 5.
Each power supply terminal of the first inverter 15 and the second inverter 16 is connected to a battery (driving high voltage battery) 18. The battery 18 can exchange power with the first motor generator 4 and the second motor generator 5.
In the drive control device 1, the hybrid vehicle is driven and controlled using outputs from the internal combustion engine 2, the first motor generator 4, and the second motor generator 5.

The power transmission mechanism 9 is a so-called four-shaft power input / output device, which includes the output shaft 3 and the drive shaft 8 of the internal combustion engine 2, and the first motor generator 4 and the drive shaft on the internal combustion engine 2 side. 8 side second motor generator 5 is arranged, the power of internal combustion engine 2, the power of first motor generator 4 and the power of second motor generator 5 are combined and output to drive shaft 8. Power is exchanged among the engine 2, the first motor generator 4, the second motor generator 5, and the drive shaft 8.
As shown in FIG. 7, the four rotation elements of the power transmission mechanism 9 are a rotation element connected to the first motor generator (MG1) 4, a rotation element connected to the internal combustion engine (ENG) 2, and a drive shaft. The rotating elements connected to (OUT) 8 and the rotating elements connected to the second motor generator (MG2) 5 are arranged in this order, and the mutual lever ratios between these elements are set in the same order, k1: 1: k2 is provided, the torque correction value of the first motor generator 4 and the torque correction value of the second motor generator 5 are multiplied by the torque correction value of the first motor generator 4 by k1, and the second motor The torque correction value of the generator 5 is set so as to maintain a relationship equal to a value obtained by multiplying (1 + k2). Thereby, in the torque balance type, when the power transmission mechanism 9 (differential gear mechanism) having the same four rotation elements and having different lever ratios is configured, it can be suitably used.
here,
k1: Lever ratio between the first motor generator (MG1) and the internal combustion engine (ENG) when "1" is set between the internal combustion engine (ENG) and the drive shaft (OUT) k2: Internal combustion engine (ENG)-drive shaft This is the lever ratio between the drive shaft (OUT) and the second motor generator (MG2) when “1” is set between (OUT).

The power transmission mechanism 9 is configured by arranging a first planetary gear mechanism 19 and a second planetary gear mechanism 20 in which two rotation elements are connected to each other.
The first planetary gear mechanism 19 includes a first sun gear 21, a first pinion gear 22 that meshes with the first sun gear 21, and a first ring gear 23 that meshes with the first pinion gear 22. The first carrier 24 connected to the first pinion gear 22 and the output gear 25 connected to the first ring gear 23 are provided.
The second planetary gear mechanism 20 includes a second sun gear 26, a second pinion gear 27 meshed with the second sun gear 26, and a second ring gear 28 meshed with the second pinion gear 27. And a second carrier 29 connected to the second pinion gear 27.

In the power transmission mechanism 9, the first carrier 24 of the first planetary gear mechanism 19 is connected to the output shaft 3 of the internal combustion engine 2. The second carrier 29 of the second planetary gear mechanism 20 is connected to the first ring gear 23 and the output gear 25 of the first planetary gear mechanism 19.
The first rotor 11 of the first motor generator 4 is connected to the first sun gear 21 via the first motor output shaft 30. The output shaft 3 of the internal combustion engine 2 is connected to the first carrier 24 and the second sun gear 26. The drive shaft 8 is connected to the first ring gear 23 and the second carrier 29 via the output gear 25 and the output transmission mechanism 7. The second rotor 13 of the second motor generator 5 is connected to the second ring gear 28 via the second motor output shaft 31.
The second motor generator 5 includes a second motor output shaft 31, a second ring gear 28, a second carrier 29, a first ring gear 23, an output gear 25, an output transmission mechanism 7, and a drive shaft 8. Thus, the vehicle can be directly connected to the drive wheels 6, and the vehicle can be driven with only a single output.
That is, in the power transmission mechanism 9, the first carrier 24 of the first planetary gear mechanism 19 and the second sun gear 26 of the second planetary gear mechanism 20 are coupled and connected to the output shaft 3 of the internal combustion engine 2. Then, the first ring gear 23 of the first planetary gear mechanism 19 and the second carrier 29 of the second planetary gear mechanism 20 are coupled and connected to the drive shaft 8. The first motor generator 4 is connected to the first sun gear 21, the second motor generator 5 is connected to the second ring gear 28 of the second planetary gear mechanism 20, the internal combustion engine 2, the first motor generator 4, power is exchanged between the second motor generator 5 and the drive shaft 8.
The control means 17 includes an accelerator opening detection means 32 for detecting the depression amount of the accelerator pedal as an accelerator opening, a vehicle speed detection means 33 for detecting the vehicle speed, and a battery charging state for detecting the state of charge (SOC) of the battery 18. The detection means 34 and the engine rotation speed detection means 35 for detecting the engine rotation speed communicate with each other.
In addition, an air amount adjustment mechanism 36, a fuel supply mechanism 37, and an ignition timing adjustment mechanism 38 communicate with the control means 17 so as to control the internal combustion engine 2.
Further, the control means 17 communicates with a battery state detection means 39 for detecting a battery state (parameters such as battery temperature and battery voltage).

As shown in FIGS. 1 and 2, the control means 17 includes a target drive force setting means 17A, a target drive power setting means 17B, a target charge / discharge power setting means 17C, a temporary target engine power calculation means 17D, and a provisional Target engine operating point setting means 17E, target engine operating point setting means 17F, target engine power setting means 17G, target engine power lower limit value calculating means 17H, power upper and lower limit value calculating means 17I, and power loss estimating means 17J The target power calculation means 17K and the motor torque command value calculation means 17L are provided. Further, as shown in FIG. 2, a target charge / discharge power setting unit 17C and a power loss estimation unit 17J are connected to the provisional target engine power calculation unit 17D via an addition / subtraction calculation unit 17M.
The target driving force setting means 17A sets the target driving force based on the accelerator opening detected by the accelerator opening detecting means 32 and the vehicle speed detected by the vehicle speed detecting means 33.
The target drive power setting means 17B sets the target drive power based on the accelerator opening detected by the accelerator opening detection means 32 and the vehicle speed detected by the vehicle speed detection means 33.
The target charge / discharge power setting means 17C sets the target charge / discharge power based on at least the battery charge state detected by the battery charge state detection means 34.
The temporary target engine power calculation unit 17D calculates the temporary target engine power from the target drive power set by the target drive power setting unit 17B and the target charge / discharge power set by the target charge / discharge power setting unit 17C.
The temporary target engine operating point setting means 17E sets a temporary target engine operating point for determining the temporary target engine rotational speed and the temporary target engine torque from the temporary target engine power calculated by the temporary target engine power calculating means 17D and the search map M. To do.
The target engine operating point setting unit 17F is based on the vehicle speed detected by the vehicle speed detecting unit 33 and the temporary target engine rotational speed and the temporary target engine torque calculated by the temporary target engine operating point setting unit 17E. And a target engine operating point for determining a target engine torque.
The target engine power setting means 17G calculates the target engine power from the target engine operating point set by the target engine operating point setting means 17F.
The target engine power lower limit calculating means 17H calculates a target engine power lower limit based on the accelerator opening or a target driving force calculated from the accelerator opening.
The power upper and lower limit value calculation means 17I sets a power upper limit value and a power lower limit value for limiting input / output power to the battery 18 based on the battery state detected by the battery state detection means 39.
The power loss estimation unit 17J calculates an estimated power that is a power loss based on the vehicle speed and the target driving force.
The target power calculation means 17K calculates the target power from the difference between the target engine power calculated based on the provisional target engine operating point and the target drive power.
The motor torque command value calculating means 17L sets the torque command values of the plurality of motor generators 4 and 5 based on the temporary target engine operating point set by the temporary target engine operating point setting means 17E. Further, torque command values of the plurality of motor generators 4 and 5 are calculated using a torque balance formula including a target engine torque obtained from the target engine operating point and a power balance formula including a target power.

Specifically, each of the above-described units in the control unit 17 has the following functions.
The temporary target engine power calculation means 17D calculates the temporary target engine power calculated from the target drive power set by the target drive power setting means 17B and the target charge / discharge power set by the target charge / discharge power setting means 17C. When the temporary target engine power is smaller than the target engine power lower limit value, the target engine power lower limit value is set as the temporary target engine power and the temporary target engine power is output.
The provisional target engine power calculation means 17D finally calculates the provisional target engine power based on the accelerator opening, and inputs the target engine power lower limit value from the target engine power lower limit value calculation means 17H. The provisional target engine power is compared with the target engine power lower limit, and if the provisional target engine power is equal to or greater than the target engine power lower limit, the provisional target engine power is maintained, while the provisional target engine power is If it is smaller than the power lower limit value, the target engine power lower limit value is corrected so as to be limited based on the power lower limit value by setting the target engine power lower limit value as the provisional target engine power.
Further, the provisional target engine power calculation means 17D basically calculates the provisional target engine power based on the target drive power, the target charge / discharge power, and the estimated power as the power loss, and the target engine power lower limit value calculation means. Limit with the target engine power lower limit from 17H. The provisional target engine power is determined in consideration of power loss, and the target engine power lower limit value also considers power loss. However, the target engine power lower limit value is a limit value that reflects the battery state, and therefore is wasted. It is not a double calculation.
Furthermore, the provisional target engine power calculation means 17D is provided with a target engine power maximum value corresponding to a state in which the target drive power is receiving power assist depending on the power of the battery 18, and a target drive power setting. The provisional target engine power calculated from the target drive power set by the means 17B and the target charge / discharge power set by the target charge / discharge power setting means 17C is compared with the target engine power maximum value, and the smaller one of them is calculated. Update as provisional target engine power. As a result, while controlling the engine operating point to match the target value, the state of charge (SOC) of the battery 18 can be within a predetermined range, and a power assist region using the power of the battery 18 can be provided. . Further, it is possible to drive using the electric power of the battery 18 by using the power assist area according to the driver's request. Further, it is possible to control the plurality of motor generators 4 and 5 when the battery 18 is charged / discharged.

  When the temporary target engine operating point is not limited by the upper limit rotational speed or the like, the temporary target engine operating point calculation unit 17E becomes the target engine operating point as it is. For this reason, the temporary target engine operating point calculation means 17E can be configured as the target engine operating point calculation means 17F. That is, for convenience, the provisional target engine operating point calculation unit 17E is described separately from the target engine operating point calculation unit 17F. However, the provisional target engine operating point calculation unit 17E may be used as the target engine operation point calculation unit 17F. .

The target engine power lower limit value calculation means 17H corrects the target engine power lower limit value to be limited based on the power lower limit value, and outputs the target engine power lower limit value to the provisional target engine power calculation means 17D.
Further, the target engine power lower limit value calculating means 17H corrects the power lower limit value using the estimated power that causes power loss, and corrects the target engine power lower limit value so as to limit based on the corrected power lower limit value. And the target engine power lower limit value is output to the provisional target engine power calculation means 17D.
Further, the target engine power lower limit value calculating unit 17H is configured to perform the target engine power lower limit value based on the accelerator opening that reflects the driver's intention in a basic case where correction of the power lower limit value depending on the battery state is not necessary. The value is calculated (see FIG. 8).
Further, the target engine power lower limit value calculating means 17H inputs the power lower limit value that is output from the power upper and lower limit value calculating means 17I and is calculated so as to limit the input / output of the battery 18, and this power lower limit value. The absolute value of the value (reverse encoding) and the target engine power lower limit value are compared in magnitude. If the target engine power lower limit value is equal to or greater than the absolute value of the power lower limit value, the target engine power lower limit value is retained. When the target engine power lower limit value is smaller than the absolute value of the power lower limit value, the absolute value of the power lower limit value is set as the target engine power lower limit value, and the final target engine power lower limit value is output to the provisional target engine power calculation means 17D. . In this case, the target engine power lower limit value calculating unit 17H corrects the target engine power lower limit value so as to limit based on the power lower limit value. It is also possible to configure in this way by calculating by a separate process without including the power loss in the calculation (see FIGS. 9 to 11).
Further, the target engine power lower limit calculating means 17H receives the estimated power that causes power loss, and corrects the absolute value (reverse encoding) of the power lower limit corrected so as to exclude the estimated power from the power lower limit and the target engine. The power lower limit value is compared, and if the target engine power lower limit value is equal to or greater than the absolute value of the power lower limit value, the target engine power lower limit value is retained, while the target engine power lower limit value is the absolute value of the power lower limit value. Is smaller than the absolute value of the power lower limit value as the target engine power lower limit value, and the final target engine power lower limit value is output to the provisional target engine power calculation means 17D. In this case, the target engine power lower limit value calculation unit 17H corrects the power lower limit value using the estimated power that causes power loss, and corrects the target engine power lower limit value to limit based on the corrected power lower limit value. (See FIG. 12).
Further, the target engine power lower limit value calculating means 17H is configured to calculate the target engine power lower limit value based on the accelerator opening, but based on the target driving force calculated based on the accelerator opening, the target engine power is calculated. It is good also as a structure which calculates a lower limit. Both of these cases are common in that the driver's required driving force is reflected based on the accelerator opening.

  The power upper and lower limit value calculation means 17I includes a table (see FIG. 9) that defines the power upper limit value and the power lower limit value with respect to the battery temperature, and a table (see FIG. 10) that defines the power upper limit value and the power lower limit value with respect to the battery voltage. And a table (see FIG. 11) that defines the power upper limit value and the power lower limit value for the state of charge (SOC) of the battery 18. The battery temperature and battery voltage as the battery state and the state of charge (SOC) are input, and the power upper limit value and power lower limit value specified based on the input battery temperature and the input battery voltage are specified. The power upper limit value and the power lower limit value and the power upper limit value and the power lower limit value defined based on the input state of charge (SOC) are obtained, and the estimated power subtracting the power loss is subtracted to obtain the respective power upper limit value and power. The lower limit values are compared with each other, and the power upper limit value and the power lower limit value having the largest restrictions are output to the target power calculation means 17K. Thus, by limiting the input / output power according to the battery state, it is possible to perform overvoltage protection of the battery 18 during charging and discharging, and overdischarge prevention and overcharge prevention considering the state of charge (SOC).

  The power loss estimation means 17J includes a search map (see FIG. 12) in which estimated power as power loss is set. As shown in FIG. 12, the estimated power as the power loss increases as the target driving force increases, and the increase rate increases as the target driving force increases. Further, the estimated power as power loss increases as the vehicle speed increases, and the target driving force that takes the maximum value decreases as the vehicle speed increases.

  The target power calculation unit 17K can be configured to limit the target power to the power upper limit value or the power lower limit value when the target power is out of the range set by the power upper limit value and the power lower limit value.

When performing torque feedback correction, the motor torque command value calculating means 17L uses the torque correction value of the first motor generator 4 and the torque correction value of the second motor generator 5 in the plurality of motor generators as the actual engine. While calculating based on the deviation between the rotational speed and the target engine rotational speed, the ratio between the torque correction value of the first motor generator 4 and the torque correction value of the second motor generator 5 is calculated as the lever of the power transmission mechanism 9. A predetermined ratio based on the ratio is set. As a result, the torque balance of the internal combustion engine 2 is canceled out using the torque balance formula focusing on the torque change with the drive shaft 8 as a fulcrum. The torque can be prevented from being affected.
Further, the motor torque command value calculating means 17L uses the torque balance equation including the target engine torque obtained from the target engine operating point and the electric power balance equation including the target charge / discharge power. The respective torque command values of the motor generator 5 are calculated, and the first motor generator 4 and the second motor generator 5 are made to converge the actual engine rotational speed to the target engine rotational speed obtained from the target engine operating point. Each feedback correction can be performed on the torque command value.

That is, in this embodiment, in the hybrid vehicle that drives the drive shaft 8 connected to the drive wheels 6 by combining the outputs of the internal combustion engine 2, the power of the first motor generator 4 and the second motor generator 5, The value of the driving force obtained by adding the power assist due to is set in advance as the maximum value of the target driving force, and the target driving power is calculated from the target driving force using the accelerator opening and the vehicle speed as parameters, and the vehicle speed. The lower limit of the target engine power is limited according to the driving force or the accelerator opening, and the lower limit value is limited according to the input limit of the battery 18 and the power loss of the first motor generator 4 and the second motor generator 5. A value obtained by obtaining the target charge / discharge power based on the 18 state of charge (SOC) and adding it to the target drive power is obtained as the provisional target engine power. If the engine speed at the provisional target engine operating point exceeds the upper limit of the engine speed calculated based on the vehicle speed, the engine speed at the engine operating point is changed to the upper limit value. In addition, the engine operating point torque is changed to a value corresponding to the engine speed after the change to obtain the target engine operating point, the target engine power is calculated from the target engine operating point, and the target drive power and target engine power are calculated. Based on the difference, a target power that is a target value of the input / output power from the battery 18 is obtained. The torque command value of the generator 5 is calculated.
Thereby, it is possible to control the plurality of motor generators 4 and 5 when the battery 18 is charged and discharged. In addition, considering the operating point (engine operating point) of the internal combustion engine 2, it is possible to achieve both the target driving force and the target charge / discharge. Further, by finely correcting the torque command values of the plurality of motor generators 4 and 5, the engine speed can be quickly converged to the target value. Furthermore, since the engine operating point can be combined with the target operating point, an appropriate operating state can be achieved.
Further, as control of the plurality of motor generators 4 and 5 when the battery 18 is charged / discharged in a hybrid vehicle including the internal combustion engine 2 and the plurality of motor generators 4 and 5, the operating point of the internal combustion engine 2 (engine operating point) ), When performing control to ensure both the target driving force and the target charge / discharge, the torque fluctuation of the internal combustion engine 2 is optimized so as not to affect the driving torque, and drivability and traveling are optimized. Feeling can be improved.
Further, considering the operating point (engine operating point) of the internal combustion engine 2, securing the target driving force in the plurality of motor generators 4, 5 and securing the charging / discharging in the vicinity of the target while preventing overcharging / discharging of the battery 18. And both. In addition, after resetting the target engine speed so that it does not exceed the target engine speed upper limit, a target power different from the target charge / discharge power is set based on that, and the optimized target engine operating point is set. And driving power of the plurality of motor generators 4 and 5 are set based on the optimum target power that prevents overcharge / discharge, and thus the internal combustion engine 2 is protected by limiting the engine rotation speed and the battery. The driving assist required by the driver can be satisfied by power assist using 18 electric power.

  In the control means 17 according to this embodiment, as shown in FIG. 7, the engine speed at the time of the upper limit rotation of the first motor generator 4 is set for each vehicle speed.

Next, in this embodiment, the calculation of the target engine operating point (target engine speed, target engine torque) and the target power from the accelerator opening and the vehicle speed are shown in the control block diagram of FIG. 2 and the flowcharts of FIGS. This will be explained based on.
As shown in FIG. 4, when the program of the control means 17 is started (step 101), first, various signals (accelerator position, vehicle speed, state of charge (SOC), battery state (battery temperature, battery voltage, etc.) used for control are used. (Step 102), the target driving force corresponding to the accelerator opening and the vehicle speed is calculated from the target driving force search map shown in Fig. 13 (step 103) In this case, the accelerator opening is zero (0). ) Is set to a negative value so that the driving force in the deceleration direction corresponding to the engine brake is obtained. On the other hand, in a region where the vehicle speed is low, a high value is set to allow creep running.
Then, a target drive power necessary for driving the vehicle with the target drive force is set by multiplying the target drive force and the vehicle speed (step 104).
Further, in order to control the state of charge (SOC) of the battery 18 within the normal use range, the target charge / discharge power is calculated from the target charge / discharge amount search table shown in FIG. 14 (step 105). In this case, when the state of charge (SOC) of the battery 18 is low, the charging power is increased to prevent overdischarge of the battery 18, and when the state of charge (SOC) of the battery 18 is high, the discharge power is increased. It is made larger to prevent overcharging. For convenience, the discharge side is treated as a positive value and the charge side is treated as a negative value.
Then, the estimated power that is the power loss in the first motor generator 4 and the second motor generator 5 is searched from the power loss search map shown in FIG. 12 (step 106). At this time, since the operating points of the first motor generator 4 and the second motor generator 5 are not yet determined, the electric power is determined from the power loss search map of the first motor generator 4 and the second motor generator 5 in FIG. Loss cannot be calculated. Therefore, an approximate value of power loss is set in advance using the vehicle speed and the target driving force as parameters, and is calculated by searching.
Then, a temporary target engine power that is a power to be output from the internal combustion engine 2 is calculated from the target drive power, the target charge / discharge power, and the estimated power that is the power loss (step 107). The provisional target engine power to be output from the internal combustion engine is a value obtained by adding (subtracting in the case of discharging) the power required to drive the vehicle to charge the battery 13. Here, since the charge side is handled as a negative value, the target charge / discharge power is subtracted from the target drive power to calculate the provisional target engine power.
Thereafter, as shown in FIG. 8, a preset target engine power lower limit value is calculated from the relationship between the accelerator opening and the target engine power in accordance with the target driving force or the accelerator opening (step 108). As an example, the relationship between the target engine power lower limit value and the accelerator opening is shown by a solid line in FIG.

Then, the power upper limit value and the power lower limit value are calculated from the power upper and lower limit limit search tables shown in FIGS. 9 to 11 (step 109). In each search table of FIGS. 9 to 11, the discharge side is treated as a positive value and the charge side is treated as a negative value, and the minimum value on the discharge side among the values calculated from each search table is the power upper limit value. And the value with the smallest absolute value on the charging side is calculated as the power lower limit value.
FIG. 10 shows an example of restriction by battery temperature. When the battery temperature is low, the reaction speed of the battery 18 decreases, so that the chargeable / dischargeable power is reduced. Further, when the battery temperature is high, it is necessary to limit the charge / discharge power in order to prevent a temperature rise.
FIG. 11 shows an example of restriction by battery voltage. The battery 18 has an upper limit voltage and a lower limit voltage for protection. If the battery 18 is used beyond that range, the battery 18 will deteriorate. Therefore, it is necessary to limit charging when the voltage is high, and limit discharging when the voltage is low.
FIG. 12 shows an example of restriction by the state of charge (SOC) of the battery 18. The state of charge (SOC) of the battery 18 must not be overdischarged or overcharged. When the state of charge (SOC) is low, the discharge is limited, and when the state of charge (SOC) is high, the battery 18 is charged. Need to be restricted.
Then, it is determined whether or not the provisional target engine power lower limit value is less than the power lower limit value (step 110).
If this step 110 is YES and the provisional target engine power lower limit value is less than the power lower limit value, the provisional target engine power lower limit value is limited to the power lower limit value (step 111) ("final lower limit value in FIG. Value ").
When step 110 is NO or after the processing of step 111, it is determined whether or not the provisional target engine power is less than the provisional target engine power lower limit value (step 112).
If this step 112 is YES, the temporary target engine power is limited to the temporary target engine power lower limit value (step 113).

Next, the calculation of the target engine operating point and the target power will be described with reference to the flowchart of FIG.
As shown in FIG. 5, when the step 112 in the flowchart of FIG. 4 is NO or after the processing of the step 113, it is determined whether or not the provisional target engine power is larger than the upper limit power (step 114). This upper limit power is the maximum value that the internal combustion engine 2 can output.
If this step 114 is YES, the temporary target engine power is limited to the upper limit power and the upper limit guard is applied (step 115).
If this step 114 is NO, or after the processing of step 115, the temporary target engine operating point corresponding to the temporary target engine power and the vehicle speed is calculated from the target engine operating point search map shown in FIG. 116).
As shown in FIG. 15, the target engine operating point search map is composed of the power transmission mechanism 9, the first motor generator 4, and the second motor generator 5 for the efficiency of the internal combustion engine 2 on the equal power line. A line that selects and connects the points where the overall efficiency, which takes into account the efficiency of the power transmission system to be improved, for each power is set as a target operating point line. The target operating point line is set for each vehicle speed. This set value may be obtained experimentally, or may be obtained by calculating from the efficiency of the internal combustion engine 2, the first motor generator 4, and the second motor generator 5.
The target operating point line is set to move to the high rotation side as the vehicle speed increases. This is due to the following reason.
When the same engine operating point is set as the target engine operating point regardless of the vehicle speed, as shown in FIG. 16, when the vehicle speed is low, the rotational speed of the first motor generator 4 becomes positive, and the first motor The generator 4 is a generator, and the second motor generator 5 is an electric motor (state A in FIG. 16). Then, as the vehicle speed increases, the rotational speed of the first motor generator 4 approaches zero (0) (state B in FIG. 16). When the vehicle speed further increases, the rotational speed of the first motor generator 4 increases. In this state, the first motor generator 4 operates as an electric motor, and the second motor generator 5 operates as a generator (state C in FIG. 16).
When the vehicle speed is low (state A and state B in FIG. 16), power circulation does not occur. Therefore, the target operating point is roughly the engine efficiency as in the target operating point line of vehicle speed = 40 km / h shown in FIG. Close to the good point.
However, when the vehicle speed is high (state C in FIG. 16), the first motor generator 4 operates as an electric motor, the second motor generator 5 operates as a generator, and power circulation is generated. The efficiency of the transmission system decreases.
Therefore, as shown at point C in FIG. 17, even if the engine efficiency is good, the efficiency of the power transmission system is lowered, and the overall efficiency is lowered.
Therefore, in order to prevent the power circulation from occurring in the high vehicle speed range, the rotational speed of the first motor generator 4 is set to zero (0) or more as shown by a point E in the alignment chart shown in FIG. Although it does so, the engine operating point moves in the direction where the engine rotation speed becomes higher. Therefore, as shown in the point E of FIG. 17, even if the efficiency of the power transmission system is improved, the engine efficiency is greatly reduced. Overall efficiency is reduced.
Therefore, as shown in FIG. 17, a point with good engine efficiency as a whole is a point D between the two, and if this point D is the target engine operating point, the most efficient operation is possible.
FIG. 19 shows the three operating points, point C, point D, and point E, on the target operating point search map. In FIG. 19, when the vehicle speed is high, it is clear that the engine operating point where the overall efficiency is the best moves to the higher rotation side than the operating point where the engine efficiency is the best.

Then, the engine upper limit rotational speed is calculated from the vehicle speed (step 117). As shown in FIG. 7, the upper limit rotational speed of the internal combustion engine 2 is limited by the upper limit rotational speed of the first motor generator 4, and its value is a value corresponding to the vehicle speed (the rotational speed of the drive shaft 8).
Then, it is determined whether or not the provisional target engine rotational speed is larger than the engine upper limit rotational speed (step 118).
When this step 118 is NO, the temporary target engine operating point (temporary target engine speed and temporary target engine torque) is used as the target engine operating point (target engine speed and target engine torque) as it is (step 119).
On the other hand, if this step 118 is YES, the engine upper limit rotational speed is used as the target engine rotational speed (step 120), and the target engine torque at this target engine rotational speed is calculated from the target operating point search map of FIG. (Step 121).
After the process of step 119 or after the process of step 121, the target engine power is calculated from the target engine operating point (target engine speed and target engine torque) (step 122). When the temporary target engine rotational speed exceeds the engine upper limit rotational speed, the calculated target engine power becomes a value smaller than the calculated temporary target engine power, that is, a value that can actually be output.
Then, the target engine power is subtracted from the target drive power to calculate the target power (step 123). In this case, when the target drive power is larger than the target engine power, the target power is a value that means assist power by battery power. On the other hand, when the target engine power is larger than the target drive power, the target power is a value that means charging power to the battery 18. Here, since the target engine power is a value that can be actually output, the driving force requested by the driver can be obtained by performing power assist with the target power calculated here.
Then, the program is returned (step 124).

Next, with respect to the calculation of the target torque of the first motor generator 4 and the second motor generator 5 for setting the charge / discharge amount of the battery 18 to the target value while outputting the target driving force, the control of FIG. This will be described based on the block diagram and the flowchart of FIG.
As shown in FIG. 6, when the program of the control means 17 is started (step 201), first, the rotational speed No of the first planetary gear mechanism 19 and the second planetary gear mechanism 20 is calculated from the vehicle speed, and then the engine When the rotational speed reaches the target engine rotational speed Net, the target rotational speed Nmglt of the first motor generator 4 and the target rotational speed Nmg2t of the second motor generator 5 are calculated (step 202). The rotation speed Nmglt of the first motor generator 4 and the rotation speed Nmg2t of the second motor generator 5 are calculated by the following (Expression 1) and (Expression 2). This arithmetic expression is obtained from the relationship between the rotational speeds of the first planetary gear mechanism 19 and the second planetary gear mechanism 20.

    Nmglt = (Net-No) * k1 + Net (Formula 1)

    Nmg2t = (No−Net) * k2 + No (Formula 2)

Here, in the above (Formula 1) and (Formula 2), as shown in FIG.
k1: Lever ratio between the first motor generator (MG1) and the engine (ENG) when “1” is set between the engine (ENG) and the drive shaft (OUT) k2: Engine (ENG) and drive shaft (OUT) This is the lever ratio between the drive shaft (OUT) and the second motor generator (MG2) when the interval is “1”. That is, k1 and k2 are values determined by the gear ratio of the first planetary gear mechanism 19 and the second planetary gear mechanism 20.
Then, the basic torque Tmgli of the first motor generator 4 is calculated from the rotation speed Nmg1t of the first motor generator 4, the rotation speed Nmg2t of the second motor generator 5, the target charge / discharge power Pbatt, and the target engine torque Tet (step). 203). This basic torque Tmgli is calculated by the following calculation formula (3).

    Tmgli = (Pbatt * 60 / 2π−Nmg2t * Tet / k2) / (Nmglt + Nmg2t * (1 + k1) / k2) (Formula 3)

  This (Expression 3) represents the balance of torque input to the first planetary gear mechanism 19 and the second planetary gear mechanism 20 shown below (shown by “(Expression 4)” below) (torque balance expression ), And the power generated or consumed by the first motor generator 4 and the second motor generator 5 is equal to the input / output power (Pbatt) to the battery 18 (in the following “(Equation 5)”) It can be derived by solving simultaneous equations consisting of (power balance equation).

    Tet + (1 + k1) * Tmg1 = k2 * Tmg2 (Formula 4)

  In the torque balance equation, as shown in the above (Equation 4), the target torque and the target engine torque of the first motor generator 4 and the second motor generator 5 are set to the first motor generator 4, The balance is based on the lever ratio based on the gear ratio of the power transmission mechanism 9 that mechanically operatively connects the second motor generator 5 and the internal combustion engine 2.

    Nmg1 * Tmg1 * 2π / 60 + Nmg2 * Tmg2 * 2π / 60 = Pbatt (Formula 5)

  Next, the basic torque Tmg2i of the second motor generator 5 is calculated from the basic torque Tmgli and the target engine torque by the following (Equation 6) (step 204).

    Tmg2i = (Tet + (1 + k1) * Tmg1i) / k2 (Formula 6)

This (formula 6) is derived from the above formula (4).
Next, in order to bring the engine rotation speed closer to the target, the deviation from the target value of the engine rotation speed is multiplied by a predetermined feedback gain set in advance, and the feedback correction torque Tmglfb of the first motor generator 4 and the second motor The feedback correction torque Tmg2fb of the generator 5 is calculated (step 205).
The feedback correction torque Tmglfb of the first motor generator 4 is
Tmglfb = −ΔTe / (1 + K1)
Is calculated by
Here, ΔTe is a change amount of the engine torque with respect to the target torque based on the torque balance equation.
The feedback correction torque Tmg2fb of the second motor generator 5 is
Tmg2fb = (K1 / (1 + K2)) * Tmglfb
Is calculated by
The feedback correction amounts set for the torque command values of the first motor generator 4 and the second motor generator 5 are the first motor generator 4, the second motor generator 5, the drive shaft 8, the internal combustion engine 2, and the like. Are set in association with each other on the basis of the gear ratio or lever ratio of the power transmission mechanism 9 having four rotating elements connected to each other.
Then, the feedback correction torques Tmglfb and Tmg2fb are added to the basic torques Tmgli and Tmg2i to calculate the torque command value Tmg1 of the first motor generator 4 and the torque command value Tmg2 of the second motor generator 5 (step 206). ).
The torque command value Tmg1 of the first motor generator 4 is
Tmg1 = Tmg1i + Tmglfb
Is calculated by
The torque command value Tmg2 of the second motor generator 5 is
Tmg2 = Tmg2i + Tmg2fb
Is calculated by
Then, by driving and controlling the first motor generator 4 and the second motor generator 5 with the calculated torque command values Tmg1 and Tmg2, the battery 18 is charged and discharged while outputting the target driving force. It can be a target value.
Thereafter, the program is returned (step 207).

20 to 23 show alignment charts in typical operation states.
Here, k1 and k2 are defined as follows.
k1 = ZR1 / ZSl
k2 = ZS2 / ZR2
here,
ZS1: Number of teeth of the first sun gear
ZR1: Number of teeth of the first ring gear
ZS2: Number of teeth of second sun gear
ZR2: Number of teeth of the second ring gear
It is.
Each operation state will be described with reference to the collinear charts of FIGS.
In the collinear charts of FIGS. 20 to 23, the rotational speed is the positive direction of the rotational direction of the internal combustion engine 2, and the torque input to and output from each shaft is input in the same direction as the torque of the internal combustion engine 2. Define the direction to be positive. Therefore, when the drive shaft torque is positive, the torque to drive the vehicle rearward is being output (deceleration during forward travel, drive during reverse travel), while the drive shaft torque is In the negative case, a torque for driving the vehicle forward is output (driving when moving forward, decelerating when moving backward).
The first inverter 15 is used when the first motor generator 4 and the second motor generator 5 perform power generation or power running (acceleration is transmitted to wheels (drive wheels) to accelerate or keep an equilibrium speed with an upward gradient). Loss due to heat generation in the second inverter 16 and the first motor generator 4 and the second motor generator 5 occurs, so that the efficiency when converting between electric energy and mechanical energy is 100% However, for the sake of simplicity, the description will be made assuming that there is no loss.

In actuality, when loss is considered, control may be performed so that extra power is generated by the amount of energy lost due to loss.
(1), LOW gear ratio state (see FIG. 20)
The vehicle is driven by the internal combustion engine 2 and the rotation speed of the second motor generator 5 is zero (0). The alignment chart at this time is shown in FIG. Since the rotation speed of the second motor generator 5 is zero (0), no power is consumed. Therefore, when the battery 18 is not charged / discharged, it is not necessary to generate power with the first motor generator 4, so the torque command value Tmg1 of the first motor generator 4 is zero (0). Further, the ratio between the engine rotation speed and the rotation speed of the drive shaft 8 is (1 + k2) / k2.
(2), intermediate gear ratio state (see FIG. 21)
The vehicle is driven by the internal combustion engine 2 and the rotation speeds of the first motor generator 4 and the second motor generator 5 are positive. The alignment chart at this time is shown in FIG. In this case, when the battery 18 is not charged / discharged, the first motor generator 4 is regenerated, and the second motor generator 5 is powered by using this regenerated electric power.
(3), HIGH gear ratio state (see FIG. 22)
The vehicle is driven by the internal combustion engine 2 and the rotation speed of the first motor generator 4 is zero (0). The alignment chart at this time is shown in FIG. Since the rotation speed of the first motor generator 4 is zero (0), no regeneration is performed. Accordingly, when the battery 18 is not charged / discharged, the second motor generator 5 is not powered or regenerated, and the torque command value Tmg2 of the second motor generator 5 is zero (0). Further, the ratio between the engine rotation speed and the rotation speed of the drive shaft 8 is k1 / (1 + k1).
(4) State in which power circulation is occurring (see FIG. 23)
In a state where the vehicle speed is higher than the HIGH gear ratio state of FIG. 22, the first motor generator 4 is reversely rotated. In this state, the first motor generator 4 is powered and consumes power. Therefore, when the battery 18 is not charged / discharged, the second motor generator 5 is regenerated to generate power.

As a result, in the present invention, the drive control device 1 for a hybrid vehicle equipped with the four-axis power transmission mechanism 9 has a power lower limit value that limits at least input / output power to the battery 18 based on the state of charge of the battery 18. It has power upper and lower limit value calculation means 17I to be set. The target engine power lower limit value calculating unit 17H corrects the target engine power lower limit value based on the power lower limit value. That is, the target engine power lower limit value that can be corrected by the power lower limit value set based on the state of charge of the battery 18 is compared with the target engine power, and the larger of the target engine power lower limit value and the target engine power is set as the target. The engine power is set, and the torque command values of the two motor generators 4 and 5 are calculated based on the set target engine power.
Thereby, the target engine power lower limit value can reduce the target engine power from being set low depending on the vehicle speed, and further, the target engine power lower limit value is corrected by the power lower limit value based on the battery state. Further, overdischarge and overload on the battery 18 can be prevented.
Further, the drive control device 1 includes power loss estimation means 17J that calculates an estimated power that is a power loss based on at least the vehicle speed. The target engine power lower limit value calculating unit 17H corrects the power lower limit value based on the estimated power that causes power loss, and corrects the target engine power lower limit value based on the corrected power lower limit value.
As a result, it is possible to improve the control accuracy of the charge / discharge power by setting the power lower limit value according to the battery state in consideration of the estimated power that is the power loss of the two motor generators 4, 5. Discharge and overload can be prevented.

  The drive control device according to the present invention is not limited to a hybrid vehicle but can be applied to other electric vehicles such as an electric vehicle.

1 Drive control device for hybrid vehicle
2 Internal combustion engine (ENG)
4 First motor generator (MG1)
5 Second motor generator (MG2)
6 Drive wheels
8 Drive shaft (OUT)
9 Power transmission mechanism
15 First inverter
16 Second inverter
17 Control means
17A Target driving force setting means
17B Target drive power setting means
17C Target charge / discharge power setting means
17D provisional target engine power calculation means
17E provisional target engine operating point setting means
17F Target engine operating point setting means
17G Target engine power setting means
17H Target engine power lower limit calculation means
17I Power upper and lower limit value calculation means
17J Power loss estimation means
17K target power calculation means
17L Motor torque command value calculation means
18 battery
32 Accelerator position detection means
33 Vehicle speed detection means
34 Battery charge state detection means
35 Engine rotation speed detection means
39 Battery state detection means

Claims (2)

A rotation shaft of the internal combustion engine; a rotation shaft of the first motor generator; a rotation shaft of the second motor generator; and a drive shaft connected to drive wheels; A drive control device for a hybrid vehicle equipped with a power transmission mechanism that combines the power of the motor generator and the power of the second motor generator to output to the drive wheels ,
An accelerator opening detecting means for detecting the accelerator opening;
Vehicle speed detection means for detecting the vehicle speed;
Battery charge state detection means for detecting the charge state of the battery;
Target drive power setting means for setting target drive power based on the accelerator opening and the vehicle speed;
Target charge / discharge power setting means for setting target charge / discharge power based on at least the state of charge of the battery;
Target engine power lower limit value calculating means for calculating a target engine power lower limit value based on at least the accelerator opening;
A target engine power is calculated based on the target drive power and the target charge / discharge power, the target engine power is compared with the target engine power lower limit value, and among the target engine power and the target engine power lower limit value, Target engine power calculation means for setting the larger one as the target engine power;
The target motor torque calculated based on the set target engine power, and the target power calculated based on the set target engine power and the target drive power, the first motor generator and the Motor torque command value calculating means for calculating the respective torque command values of the second motor generator ;
Based on the state of charge of the battery, at least a power upper and lower limit value calculating means for setting a power lower limit value that limits input / output power to the battery,
The target engine power lower limit value calculating unit corrects the target engine power lower limit value based on the power lower limit value . Power loss estimation means for calculating an estimated power that becomes a power loss based on at least the vehicle speed;
The target engine power lower limit value calculating unit corrects the power lower limit value based on the estimated power that becomes the power loss, and corrects the target engine power lower limit value based on the corrected power lower limit value. The drive control apparatus for a hybrid vehicle according to claim 1 .

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